Turn signal switch



March 30, 1954 w. BUTLER TURN SIGNAL SWITCH 5 Shets-Sheet 1 Filed July 11, 1951 March 30, 1954 I R. w. BUTLER 2,573,905

TURN SIGNAL SWITCH Filed July 11, 1951 5 Sheets-Sheet 2 March 30, 1954 R. w. BUTLER 2,673,905

' TURN SIGNAL swrrca Filed July 11, 1951 5 Sheets-Sheet 5 R. w. BUTLER TURN SIGNAL SWITCH 5 Sheets-Sheet 4 March 30, 1954 R. w. BUTLER TURN SIGNAL SWITCH 5 Sheets-Sheet 5 Filed July 11, 1951 Patented Mar. 30, 1954 TURN SIGNAL SWITCH Robert W. Butler, Moylan, Pa., assignor to United Specialties Company, Philadelphia, Pa., a. corporation of Delaware Application July 11, 1951, Serial No. 236,095

16 Claims. 7 1

This invention relates to directional signal devices for automobile steering wheels. More particularly it relates to manually operated directional signal apparatus including lmeans for manual and automatic cancellation which may be housed entirely within the hub of the steering wheel at the top of the steering column and which requires no extending parts or levers.

Heretofore it has been common to provide directional signal apparatus for automobiles which are operated by levers or similar means which extend out from the steering column. Other various types of arrangements hav also been provided but no satisfactory form has yet been devised wherein all the parts are housed within the hub of the steering column and in which the manipulation may be made by simply turning a knob which is easily accessible t the operator at the center of the hub cap of thesteering wheel.

Therefore it is an object of my invention to provide a directional signal control device for automobile steering wheels which may be housed entirely within the hub of the steering wheel at the top of the steering column.

Another object of the invention is to provide a device of the foregoing type which may be easily opened up for inspection or repair in case necessity should arise.

Another object of my invention is to provide a device of the foregoing type wherein manual control of the apparatus is by a direction control knob situated in the center of the hub of the steering wheel.

' Another object is to provide in a device of the foregoing type a means for cancelling the signal automatically as the steering wheel is returned to. straight forward position after having made it turn at an intersection.

Another object of the invention i to provide a device of the foregoing type in which the movable contact and operating mechanism therefor is housed within one half of theapparatus which may be readily separated or pried apart from the other or lower half without disturbing the wiring connections, while at the. same time permitting ready inspection and adjustment or repair if necessary.

tion will become apparent as it is described in connection with the accompanying drawings.

2 In the drawings: Fig. 1 is a plan view of a hub of a steerin wheel of an automobile designed to house the invention;

Fig. 2 is a longitudinal section view through the device on line 22 of Fig. 1;

Fig. 3 is a transverse section view of the invention taken along line 3-3 of Fig. 2;

Fig. 4 is a perspective view partly broken away of the direction control knob employed in the invention as illustrated in the preceding figures;

Fig. 4a is a bottom plan view of the direction control knob illustrated in Fig. 4;

Fig. 5 is a bottom perspective view of the movable or bridging contact member;

Fig. 6 is a perspective view of the supporting bracket and fixed contacts and a portion of the operating mechanism;

Fig. '7 is an exploded perspective View partly broken away of certain of the parts illustrated in Fig. 6;

Fig. 8 is a perspective view looking down upon the mounting plate and parts carried thereby;

Figs. 9a, b and c are transverse section views taken along lines 90., 9b and 9c of Fig. 14 respectively and illustrating the parts in the neutral or straight forward position of the steering wheel;

Figs. 100., b and c are views similar to views 90., b and 0 showing the parts when the direction control knob has been moved for indicating intention to make a right turn;

Figs. 11a, 2) and c are views similar to views 9a, b and c but with the direction control knob moved to indicate intention to make a left turn;

Fig. 12 is a fragmentary plan view of certain parts showing their relation for manual cancellation of a previously given signal;

Fig. 13 is a fragmentary view showing the relation of the weight and its cancelling pin to the latch release lever on rotation of the steering wheel when starting to make a right turn;

Fig. 14 is a vertical section view taken along line l4l4 of Fig. 1;

Fig. 15 is a diagrammatic view of the circuit arrangements for the device embodying this invention.

Referring to the drawings and particularly to Figs. 2 and 14, the conventional steering column 20 is hollow and contains a cable 2| having three insulated conductors 22, 23 and 24 for electrical connections as will hereinafter appear. On the upper end of the column 20 is secured a stamped sheet metal spider member comprising central plate portion'25 from which three fingers 25a spaced at equal distances around the periphery of the plate extend upwardly at substantially right angles to the plate. The upper ends or the fingers are out-turned at right angles to afford support for a flat circular mounting plate 28. Supported beneath the mounting plate 28, as illustrated, is a conventional horn mechanism comprising spokes 29 which extend in equally spaced positions radially outward to a horn ring not shown. Since the details of the horn mechanism form no part per se of the present invention, they need not be described.

To enclose all of the parts of the invention, I provide at the hub of the steering wheel a lower hollow circular shell member 1'30 which is covered by a hollow cap member lll. This may be made from metal, or pfastic, or any other suitable materials. The lower part 30 of the housing is caused to turn with the steering column by reason of feet 251) bent down or struck out of the plate portion 25 of the spider member and lying within recesses 301" formed in the central or bearing por- ':tion of the housing member 35.

The upper or leap part 45 of the housing is caused to rotate with the lower portion 3?] :by reason of the engagement of a pin 40 embedded in or formed as part of the upper housing part 40 and extending down into a hole 351% formed in the lower part 30. The cap part 40 of the housing has a large central opening therein which is concentric with the axis of the steering column and is undercut forming a shoulder 405 against which a. flange a of a hollow, cup-shaped, circular direction control knob 45 abuts. The direction contro knob can be rotated by hand within the opening .inth'e cap 40. To hold the fiange45a engaged with'theshoulder 40s, a spring '45 presses upon the inside of the surface of the direction control knob.

In order to detachably mount the cap 45 in such a manner that it may readily be removed or pried away from the bottom part 35 01 the housing, four or any suitable number of spring fingers 112 are bolted orotherwise suitably secured 'to the inside top surface of the cap member as. The fingers 42 are preferably symmetrically placed and extend down to the mounting plate and have a V -bend at their ends to engage in notches 2811. provided in the periphery of plate 28. By pressing down the cap until the spring fingers 42 engage with the periphery of the plate I 28, the parts are secured detachably in such a manner that they will not. rotate relatively "to each other.

Referring now particularly to Figs. 2, 4-8 and 1-4, it may be observed that a U-shaped stamped sheet metal mounting bracket, designated generally by thenumeral 5G, is secured to the under side of the top of the cap member 49. All of the parts moved by rotation of the direction control knob 45 are carried by this bracket 56. The bracket comprises adisc-shaped fiat central portion 500 from which two arms 5011,5012 extend in opposite directions and are offset from th plane of the central portion 590. The arms are secured to the cap 48 by the same bolts '43 which secure the spring fingers 42 thereon. As may be seen in Figs. 6 and 14, a thick insulating disc 52 is secured against the top surface of the supporting bracket 50 and has a collar 52c extending from its upper face. The disc 52 and collar 520 have registering central openings to accommodate a tell-tale e'ectric lamp bulb and permit to be seen through a window 45w in the center of th direction control knob 45. Mounted in the insulating disc 52 are stationary contacts Re,

Lo, and G0 which may all be in the shape of rivets having enlarged heads flush with the surface of the disc 520. The opposite ends of these rivets extend through insulating bushings in apertures provided in the supporting bracket 55. The contact Go is a ground contact and is not bushed nor insulated from the supporting bracket 50. The right and left directional contacts Rc, Le, however,'have bus bar connections 53 and 54 at their inner ends, said inner ends being peened over thus to secure the bus bars to the contacts *andyat "the same time to secure the insulating disc 52 upon the supporting bracket 50 as may be best seen in Fig. 14. In order to make a detachabe electrical connection between the bus bars 53 and 54 with the electric circuit whose conductors come up through the cable 2| in the steering coumn, there is provided on each of the bus bars asocket contact 55 in the form of several spring fingers which face each other and receive between them a connector contact prong '55 or 57 (Figs. 2, 3 and 8). The prongs 56, 57 may be mounted upon the lower mounting plate '23 in spaced positions and conventionally insulated therefrom by bushings. The circuit wires 22 and 23 may be connected'to the prongs 55 and 51 respectively by soldering or in any other suitable fashion.

In order to bridge the contacts R0 or L0 to the ground contact Gc, a bridging contact plate 58 is provided as illustrated in Fig. 5. This plate has a large central aperture 'tofit around thesleeve 520 of the insulating disc 52 and is caused to rotate by rotation of the direction control knob. For this purpose, the directional control knob has provided on its inside inwardly "extending radial vanes 1251) in diametrically opposite positions. These vanes are adapted to fit between and be engaged by lugs 58a struck up adjacent the peripheral edges of the bridging contact 53 at diametrically opposite positions. Pressed out from the lower surface of the bridging contact are three contact buttons 58s and pi and g2. The contact button 58s normally 'lies between the stationary contacts Rc, be. As the bridging contact p ate 58 is moved clockwise or counter-clockwise, the button 58s selectively engages the right directional contact R0 or the left directional contact Lc. At the same time one or the other of the contact buttons 91 or 92 will become engaged with the ground contact Gc. Connecting contact R0 or Lc with Go will complete a circuit to give an indication for right or left turn as will hereinafter appear.

In order to hold the direction control knob in position with one or the other of the contacts Rc, Lc engaged by the selector contact 583, a flat return ring 60 is provided in position to slide upon the upper surface of the central portion 50c of the supporting bracket 50. In order to hold the returnring "in such position and permit its rotation around and relative to the insulating disc 52, the lower surface of that disc at its peripheral edge is undercut forming a small shoulder overlying the upper surface of the ring 60 as may be seen in Fig. 14. In order to cause the ring'to rotate with the direction control knob 45, a pair of abutments 62 are provided in diametrically opposite positions on the ring and extending toward the direction control knob. The abutments of each pair lie on opposite sides and are engaged by the radial vanes 451). In the periphery of the return ring 60, a notch Mn is provided for oneedge of a latch member 64 to enter when the retum'rin'g is rotated in clockwise direction, i. e.

whenthedirection control knob is rotated to give indication of the intention to make a right turn. In order to provide a support from which the latch 64 and parts associated therewith may be suspended, the supporting bracket 50 adjacent one arm 5% thereof is punched to form an opening 50d and is pressed, adjacent the opening, to form a platform 50p intermediate the planes of the portion 500 and the extending arms 50a, 50b. The platform has an aperture in which is mounted the pivot of the latch. Said pivotal axis comprises a rivet 66 which depends from a platform 50p. Mounted upon the pivot 65 in the order indicated (see Fig. 7) are a spacing washer 61, anti-friction washers 68 above and below a latch release lever 80, the latch 84 and a washer 69,. All of said parts have circular apertures therein so that they may be slipped over the rivet 66 which then may have its end extend through the opening in the platform 50p and peened over whereby all of said parts are secured upon said rivet which depends below said platform 50p.

The latch member 64 as may be seen from Figs. 2, 6, '7 and 14 has a semi-cylindrical portion concentric with the pivot rivet 66. A pair of arms 640, 64171. angularly spaced extend substantially radially in angularly spaced positions from the lower portion of the latch member 64 to provide means for manual release of the latch as will hereinafter more fully appear. Extending up from the top edge of the latch is a finger forming an anchor for one end of a biasing spring 6|. The other end of said spring is anchored in a wide notch or raceway cut in to an arcuate segmental member 10. .This segmental member is secured on top of the return ring 60 by rivets or in any suitable fashion. Said arcuate segmental member has its ends lying flat upon the top surface of the return ring and its central portion pressed out of plane of said ends so as to be spaced from the surface of the return ring but parallel thereto. In the periphery of said central portion near one end is a notch Hm which is adapted to be engaged by the opposite side (64") of the latch member from the side (64') which engages in thenotch Sun of the return ring.

0n rotation of the direction control knob and concomitant rotation of the return ring, the end of the spring 6| which is attached to the return ring segment moves into one corner of the raceway in which it is anchored and then is carried a small way around the insulating disc 52 applying tension to and causing rotation of the latch member 64 in a clockwise direction around its own pivot 66. This causes the vertical edge 64 of the latch member ,64 to press upon the periphery of the return ring 60. When the rotation of the return ring has proceeded sufiiciently to bring the notch 6011 under the edge 64, the edge 64' will snap into said notch thus preventing reverse rotation of the return ring. In order positively to prevent the opposite side 64" of the latch 64 from interfering with the clockwise rotation of the return ring, a notch 641; is cut into the vertical edge 64" at the level of the return ring. Since the edge 54' at its uppermost portion would ride along and press upon the periphery of the arcuate segmental member 10, the edge 64' is thus positively prevented from entering the notch 6011 under all circumstances. Only the edge 64' thus can enter the notch 601i.

Upon it being desired to give indicationof aproposed left turn, the direction controlknob is rotated in a counter-clockwise direction thus causing the movable contact 58 and the return ring 60 to move counter-clockwise also. Such rotation carries the end of the biasing spring SI and imparts tension to it which is applied to the latch member 64 causing it to rotate in a counter-clockwise direction about its own pivot. At the start of such counter-clockwise rotation of the latch, its edge 64" engages and slides along the periphery of the arcuate segmental member I0 until the notch (0n comes into register with the edge 64" at which time that edge will enter the notch 1011.. Only the top portion of the edge 64" enters the notch 1011., that being permitted by reason of the lower or intermediate portion of the latch being cut away adiacent the periphery of the return ring 60. Thus, the periphery of the ring does not interfere with the entrance of the edge 6 into the notch 1011.. In order that the edge 64 shall not interfere with said counter-clockwise rotation in case there should be any tendency for that edge to engage the periphery any time, the top corner of the edge 64' is cut away adjacent the periphery of the segmental arcuate member 10. Furthermore, the edge 6 will ride upon the periphery of the return ring 60 and hence the edge 64' will be prevented from moving into the notch Hm.

Therefore only that edge of the latch which is designed to enter into the notch either 6011. or (On as the case may be is permitted to do so to perform the latching functions above described. The return ring 60, control knob and movable contact 58 are normally maintained in a middle or neutral position wherein the fixed contacts Re and Lo are uncontacted. To that end, a return spring 19 is seated in a circular recess 521' (Fig. 14) in the bottom surface of the insulating disc 52 concentric with its axis. The ends 79a, 19b of the spring extend out beyond the periphery of the member 52 and can be moved Within segmental recesses 52a, 52?) formed in the bottom of member 52. The spring ends normally press against the sides of recesses 52a, 52b as indicated in Fig. 9?). One spring end 19b extends between the return ring and the arcuate segmental member 18 and on counter-clockwise rotation of the ring is tensioned and moves tothe position shown in Fig. 111) biasing the ring 60 for clockwise return rotation. The other spring end engages a stop lug 60s struck up out of the return ring and on clockwise rotation of the ring is tensioned and moves to the position of Fig. 101) biasing the ring for counter-clockwise return rotation.

It is very desirable in directional signals that the indication given of intention to make a right, or left turn be cancelled and the parts restored to neutral position as soon as the turn has been completed. To accomplish that purpose a latch. release member 39 of the form illustrated in Fig. 7 is provided. This latch release member may conveniently be stamped from sheet metal into substantially Z-shape, one end portion being pivotally mounted upon the pivot t6 and the other end having a pointed nose Sim adapted. to be engaged onone side or the other by a cancelling pin as will hereinafter appear. A latch release lug 8M is struck up at right angles out of the .mounting portion of the latch release member With direction signalhaving been. .set by n p' l iien th rec iqn centrolknob m:e-.;.

parator'y tornaking a turn, the operator will now turn his steering wheel in the direction he intends to go. Rotation of the steering wheel will carry with it all of the aforementioned parts. In order to cause cancellation of the signal after the turn has been com leted, it is necessary that some part remain substantially stationary with respect to therotation of the steering wheel during the negotiation of the turn. Moreover, this part must not cause cancellation while the wheel is making the turn but only as the wheel is rotated reversely after the turn is completed.

To this end, I provide a relatively heavy weight which, as illustrated, may conveniently be in the form of a semi-circular thick disc of metal 80. Formed integrally with this weight/9t isa circular bearing portion 532 which has a circular bore and into which fits a roller bearing 93 having an outer raceway 93a and an inner raceway 93b. The bearing is mounted upon a hollow hub 01' axle 94 which in turn is mounted upon the mounting plate 28 coa'xially with the steering column and the axis of the return ring and insulating disc 52. Normally the steering Wheel of an automobile is positioned substantially as illustrated in 14. so that the weight being on a roller bearing will always hang down into the position indicated Fig. 14. Minor swings to and fro of the weight will be of no consequence as will appear from what follows. Mounted upon the weight 90in any suitable fashion is a cancelling pin 95 which extends parallel to the axis of rotation of theweight but is spaced therefrom and positioned so as to engage the nose of the latch release lever 80 as the steering wheel is rotated.

Assuming the direction control knob has been rotated for a right turn, the parts will be as illustrated in Figs. 10a, b and 0. Now when the steering wheel is rotated, the latch release lever and its pilot will move as a unit about the pivotal axis of the weight 90. This will cause the surface of the nose nearest to the pin 95 to strike the pin after the steeringwheel has been rotated 180. Such, rotation will cause idle clockwise rotation of the latch release lever about its own pivot 66 because the release lug 81 a will move in the space between the two wings 64m and "640 of the latch member 64. Upon reverse rotation of the steering wheel, however, the opposite side of the nose of the latch release leverfifinwill engage the cancelling pin 95 which will then cause counterclockwise rotation of the latch release lever. This will cause the release lug 80a to engage the right wing 64m of the latch 64 (as viewed in Fig. 1'00) to cause counter-clockwise rotation of the latch 64. Thusthe latch. will be "disengaged from the notch cm of the return ring and that ring may then return to its initial position under the urge of its return spring 19.

A similar function takes place when the parts are moved in position to indicate a desire to make a left turn. Such. operation and function will be clear from the description of the operation of the device hereinafter given.

A tell-tale electric light bulb I may be conveniently mounted in the hollow axle 94. For this purpose a bayonet slot may be cut into the upper end of the axle 94 to receive a bayonet pin on the socket. of the lamp Hill. A center contact Hi2 may be located within the axle 9'4 and springpressed to engagethe center contact of the lamp bulb. The "conductor 24 may be soldered or otlicrwise attached in any conventional fashion 8.. to the insulated center contact I02 and the "axle 94 may be grounded.

It is desirable to be able to cancel, manually at any time. a signal which has been set for indicating a turn. I therefore provide on the inside of the direction control knob 45 two manual cancelling lugs 45c, 45m which are preferably molded integrally with the control knob and extend radially inward at spacedpoints. The lower or outer corners of the manual cancelling lugs are bevelled to form a cam surface. when the direction control knob is rotated clockwise and set for a turn, the manual cancelling lug We will be directly above one of the arms 6km, E40 of the latch member '64. For a right'turn,

the manual cancelling lug 45c will be over the latch arm 640 as outlined in dot and dash lines in Figs. 10a and 101). By pressing down 'o'n the direction control knob 45 against the effort of the holding spring '46, the cam surface on the manual cancellinglug 450 will engage and cause rotation of the latch member 64 in a counterclockwise direction. 'Ihat willdisengag'e the edge 64' from the notch tn and permit cancellation of the setting. I v When the mechanism has been set for a left turn indication, the manual cancelling lug will be located directly above the latch arm 64m (see dot and dash lines in Figs. 11d and 11b). Again by pressing on the manual control knob the cam surface of the lug '45mfwill cause "a clockwise rotation of the latch about its own pivot thus cancelling the setting by releasing the latching engagement of the parts. f

The electric circuitis illustrated in Fig, 15. The battery B which is the source of powerls grounded on one side to the frame of the auto; on the other side it connects directly to three different points, one is a terminal F of the flasher F, the second is one terminal of the solenoid of a left signal relay LS, the third "is one terminal of the solenoid of the right signal relay RS. The terminals at the opposite ends-oi the right and left relay solenoids are connected respectively to the stationary controller -"conta'cts Rb and Lo, the third stationary controller contact being grounded. The right and left relays each have a pair of stationary contacts adapted to be bridged by a bridging contact RS, LS'f to complete the circuit when the particular relay is energized. A stationary contact of one relay is connected to "a stationary contact of the other and in turn connected to a second terminal F of the flasher. The other stationary contacts of the right and left relays are connected respectively to the front and rear right and front and rear left indicator lamps RE, RE and LF, LR.

When the control knob is tume'd so as to complete the circuit between the stationary contacts Go and R0 of the control switch the right relay Rs is energized and causes bridging of its stationary contacts. This completes the circuit'from the batteryB through the flasher F viaterminals F and F through the stationary contacts of the relay and to the signal indicating lights RF-RR or LF--LR as the case may be. Signals cannot simultaneously be given for indicating turns in both directions because thereis only one bridging contact and it is not possible for that contact to complete the circuit from the stationary contact Lo and R0 to G0 simultaneously.

To give the driver a visual signal showing that the turn indicator is operative, there. is a third terminal 'F provided upon the fia'sher whichis connected with one terminal Of the rename -l'filtillfi aevacos I00, the other terminal of this lamp being grounded. Thus, whenever the flasher is operating the tell-tale light will flash also. The flasher is of a common type which becomes operative only when current is running through it as is caused for example by the operation of the right or left control relays.

The operation of the device is as follows:

With the auto proceeding along the highway prior to coming to an intersection, the parts will be in the positions illustrated in Figs. 1 and 9a, b and c. The driver desiring to make a right turn will rotate the direction control knob 45 in clockwise direction. Such; rotation causes simultaneous clockwise rotation of the bridging contact 58 and the return ring 69 by reason of the engagement of the radial vanes #52; within the direction control knob with the lugs 58a of the bridging contact and the abutment shoulders 62 of the return ring. During'this operation the steering wheel will be maintained in straight-ahead direction and thus the control knob will move relatively to the steering hub housing and the parts fixedly attached thereto.

The rotation of the direction control knob 45 will be continued until the contact buttons 58s and g2 engage the stationary contact button Rc and the ground contact button Gc. At that point the direction control knob together with the bridging contact and the return ring, will all become latched with the bridging and fixed contacts Re, 58 and Go in engagement. This latching is accomplished by the following means and in the following manner.

The rotation of the direction control knob for a right turn places the parts in the position shown in Figs. a, b and c which may be compared with the neutral position of Figs. 9a, b and c. As the return ring rotates in clockwise direction from the position of Fig. 9a to the position of Fig. 10a, the end of the latch spring 6| first slides into the left corner of the spring notch in the return ring 60 and then becomes increasingly tensioned. The tension is imparted to the latch member 64 causing it to move in a clockwise direction about its own pivot which causes the edge 64' of the latch to ride on the edge of periphery of the return ring during the movement of that ring until the notch Sun of the return ring comes in register therewith, whereupon the latch snaps into the notch. This holds the return ring against reverse rotation under the action of the return spring 19. In this position of the parts, the right signal lamps RF,

RR are caused to flash indicating that a right turn is to be made. During all of the foregoing, the steering wheel has been held in straight ahead position.

Now when the driver starts to make his right turn, he will rotate the steering wheel clockwise. This causes all of the parts of the device except the weight 90 and the cancelling pin 95 carried thereby also to move in a clockwise direction. The nose 8012. of the latch release lever 80 (as viewed in Figs. 10c and 12) will eventually come in contact with the cancelling pin 95 which has been held stationary by the gravitational effect of the weight. Such engagement causes the latch release lever to pivot idly clockwise about its own pivot 66 during continued clockwise rotation of the steering wheel, without disengaging the latch 64 from the return ring notch 6011.. During this rotation, the release lug of the latch release lever will simply move in the space toward the'arm 640 of the latch; but by the time it has reached that arm, the nose of the latch release lever has moved past the cancelling pin. The

centering spring ti will then move the latch release lever as back to its mid-position.

Upon completion of the right turn the driver will then rotate the steering wheel in counterclockwise direction to return it to its normal, straight-forward position. Such counter-clockwise rotation of the steering wheel will cause the opposite side of the nose aim of the latch release lever to engage with the cancelling pin 95 which still remains stationary because of the gravitational effect of the weight. Thus, the latch release lever is caused to move in the opposite direction, namely counter-clockwise about its own pivot 69, and in so doing the releasing lug a will engage with the arm 64m of the latch disengaging the latch from the notch in the return ring. Thereupon the return ring 60, bridging contact 58 and control knob 45 are permitted to return to their original position under the force of the return spring 19.

When the driver desires to indicate a turn to the left from thes traight-forward position, he will rotate the direction control knob counterclockwise prior to his arrival at the intersection, while. the steering wheel is in its straight-forward position. This rotation of the direction control knob will simultaneously cause counter-clockwise rotation of the bridging contact member 58 and the return ring til in the same manner as when making a right turn but in the opposite direction. Such counter-clockwise rotation of the direction control knob and the return ring causes tension of the latch spring 6| after the end of the spring has moved over into the right corner of the latch spring notch in the return ring 60. On the effort of the spring being transmitted to the latch member 64 causing it to move in a counter-clockwise direction about its own pivot 66, the edge 64" of the latch will ride along the periphery of the upper segment 70 of the return ring until the notch Hm in that segment comes in register with the edge of the latch member whereupon the edge of the latch member will snap into said notch and will hold the retnrn ring against reverse movement.

This latching engagement will hold the parts with the movable contact button gl in engagement with the fixed contact Go and the movable contact button 588 in engagement with the stationary contact button Lc. Thus a left direction signal indication will be give Upon reaching the intersection, the operator will rotate his steering wheel counter-clockwise. The parts will then all turn with the steering wheel and its hub until the latch release lever 88 comes into engagement with the cancelling pin 95. On continued movement in a counter-clockwise direction the latch release lever will move idly pastthe pin in the manner described but in the opposite direction from the right hand turn.

As the turn around the intersection is completed and the operator rotates the steering wheel in clockwise direction to bring the vehicle in straight-ahead position, the opposite side of the latch release lever 80 will engage with the cancelling pin causing the release lug 80a to engage the arm 640 of the latch and rotate the latch clockwise about its own pivot releasing it from the return ring. Thereupon the return ring, movable contact and control knob are free to return to neutral position. This causes separation of the contacts and extinguishes the directional signal. The parts are now restored in position for another right or left turn.

} From the foregoing, it may be observed that I have provided a direction signal control device including automatic as well as manual cancelling means wherein the parts are housed entirely within the hub of the steering wheel column housing. The invention avoids the need for having levers located underneath the steering wheel or the horn ring which are more diflicult to operate and which are liable to be caught in a portion of the clothing of the operator to undesirably give a signal when no turn is to be made.

Many modifications within the scope of the invention will occur to those skilled in the art. Therefore I do not limit the invention to the embodiment disclosed.

What I claim is:

1. In combination with an auto steering wheel and steering shaft, a direction signal controller comprising a housing, means to mount said housing coaxially on the steering shaft, a manual control knob mounted rotatably in said housing having neutral, right signal and left signal positions, electric contact means operated by said knob on rotation clockwise or counter-clockwise to give different signals, and weighted means pivotally mounted within said housing operated by rotation of the steering wheel to cause return of said knob and contact means to neutral position after the steering wheel has been turned to a predetermined extent.

2. The combination as claimed in claim 1 wherein said weighted means within said housing is maintained substantially stationary during rotation of the steering wheel, and including means engageable with the weighted means operated by rotation of the steering wheel to cause return to neutral position of said knob and l contact means.

3. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a housing, electric contact means contained within said housing to actuate directional signals, a control member mounted in said housing and manually rotatable in either direction to set said contact means in certain positions, cancelling means within said housing operated by rotation of said steering wheel-to unset said contact means, and weighted means pivotally mounted within said housing normally maintained in a predetermined position by gravitational force operable to engage and actuate said canceling means upon rotation of said steering wheel.

4. The combination as claimed in claim 3 in cluding means operated by manually depressing said control member to cancel a previous setting for a turn.

5.1 In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a housing, electric contact means contained within said housing to actuate directional signals, a control member mounted in said housing and manually rotatable in either direction to set said contact means in certain positions, means operated by depressing of the control member causing the cancellation of the previous setting for a turn.

6. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a plural part housing, means forming part of said housing and being manually operable to set the device to indicate a turn, electric contact means in said housing actuated by said manual operation to operate. a signal, means responsive to depressive movement. of ahousing part to cancel a previous setting, and gravity-actuated means within said housing responsive to turning of the steering wheel to automatically cancel any setting.

7. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a plural part housing, means forming part of said housing and being manually operable to set the device to indicate a turn, electric contact means in said housing, actuated by said manual operation to operate a signal, means responsive to depressive movement of a housing part to cancel a previous setting, a pivoted weight in said housing, means whose position is controlled by said weight, and means within said housing actuated by said last mentioned means and responsive to turning of the steering wheel to automatically cancel any setting.

8. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a plural part housing, certain of the parts of said housing being manually operable to set the device to indicate a turn, electric contact means in said housing actuated by said manual operation to set a signal, means.

within said housing responsive to turning of the steering wheel to automatically cancel a setting, a pivoted weight in said housing, and means whose position is controlled by said weight to cause actuation of said automatic. cancelling means.

9. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a plural part housing, means forming part of said housing and being manually operable to set the device to indicate a turn, electric, contact means in said housing actuated by said manual operation to operate a signal, a pivoted weight in said housin means whose position is controlled by said weight, cancelling means in said housing responsive to turning of the. steering wheel and cooperating with said weight controlled means to automatically cancel a setting, and means responsive to manual movement of said housing part to, cancel any setting.

10. In combinationiwith an automobile steer ing wheel and steering shaft, a direction signal controller comprising a plural part housing,

means forming part of said housing and being manually operable to set the device to indicate a turn, electric contact means in said housing actuated by said manual operation to operate a signal, certain of said housing parts being separable and one part being fixed to the steering shaft, resilient engaging means on the other signal controller comprising a plural part housing, means forming part of said housing and being manually operable to set the device to indicate a turn, electric contact means in said housing actuated by said manual operation to operate a signal, and means within said housing responsive to turning of the steering wheel to automatically cancel any setting, a pivoted weight in said housing, and means whose position is controlled by said weight tocause actuation of said automatic cancelling means, and means detachably holding said housing parts together and permitting forcible separation intact of one part from another.

14. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a housing having separable parts, one part being attached fixedly to the steering shaft, the other part carrying electric contact means to operate a signal, a manually operable member rotatably mounted in said other part to set said contact means to indicate a turn, said steering shaft carrying a weight rotatably mounted thereon, cancelling means normally maintained in substantially fixed position engageable by said weight and operable upon rotation of the steering wheel to automatically cancel a signal setting, and means permitting separation of said one housing part from the other with the parts it carries intact.

15. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a housing having separable parts, one part being attached fixedly to the steering shaft, the other part carrying electric contact means to operate a signal, a manually operable member rotatably mounted in said housing to set said contact means to indicate a turn, latch means to hold said contact means in the position in which it is set, releasing means mounted adjacent said latch means actuatable to disengage the latch means from the contact means to release the contact means from the set position, said steering shaft carrying a weight rotatably mounted thereon, and cancelling means on said weight normally maintained in substantially fixed position by said weight and engaged by said releasing means on rotation of the steering wheel to automatically cancel a signal setting.

16. In combination with an automobile steering wheel and steering shaft, a direction signal controller comprising a housing having separable parts, one part being attached fixedly to the steering shaft, the other part carrying electric contact means to operate a signal, a manually operable member to set said contact means to indicate a turn, said manually operable member being part of the housing and rotatable in a housing part, latch means to hold said contact means in the position in which it is set, releasing means mounted adjacent said latch means actuatable to disengage the latch means from the contact means to release the contact means from the set position, means operable by said manually operable member to engage said releasing means and manually cancel a signal setting, said steering shaft carrying a weight rotatably mounted thereon, and cancelling means on said weight normally maintained in substantially fixed position by said weight and engaged by said releasing means on rotation of the steering wheel to automatically cancel a signal setting.

ROBERT W. BUTLER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,196,705 Murray Apr. 9, 1940 2,216,881 Hammond Oct. 8, 1940 2,296,021 Chapman Sept. 15, 1942 

